JP3975090B2 - Ship - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a ship, and more particularly, to a ship in which a propulsion device is duplicated.
[0002]
[Prior art]
As a ship in which the propulsion device is duplicated, there is a ship disclosed in, for example, Japanese Patent Publication No. 7-121717 (Reference 1).
[0003]
The ship includes a first propeller having a rear propeller and a second propeller having a front propeller facing the rear propeller. The rear propeller and the front propeller constitute a counter-rotating propeller, and the energy of the rotating component that does not contribute to the propulsion of the front propeller in the wake of the propeller is recovered by the rear propeller, thereby saving energy.
[0004]
[Problems to be solved by the invention]
Here, the propulsion device of the ship is used not only for normal navigation but also for holding the ship at a fixed point when carrying out cargo handling work offshore.
[0005]
However, in the above-described conventional ship, efficient operation of the propulsion device when holding the ship at a fixed point cannot be achieved, and energy saving is not sufficient.
[0006]
SUMMARY OF THE INVENTION An object of the present invention is to provide a ship that can efficiently operate a double propulsion device and can improve energy saving.
[0007]
[Means for Solving the Problems]
A marine vessel according to the present invention includes a first propeller having a first propeller, a second propeller having a second propeller that constitutes a contra-rotating propeller with the first propeller, and a first propeller. And a control device for controlling the operation of the second propulsion device. The control device can switch a plurality of operation modes including at least the normal navigation mode and the fixed point holding mode. When the operation mode is the normal navigation mode, the control device drives both the first and second propulsion devices. When the operation mode is the fixed point holding mode, the control device stops the driving of the first propulsion device when the output of the propulsion device is equal to or less than a predetermined value, while driving the second propulsion device, and the output of the propulsion device is a predetermined value. When this is exceeded, at least the first propeller is driven.
[0008]
In this ship, a plurality of operation modes can be switched by the control device, and in the normal navigation mode, by controlling to drive both the first and second propulsion devices, energy saving by the contra-rotating propeller effect is achieved. Is planned. Further, in the fixed point holding mode, when the output of the propulsion device is equal to or less than a predetermined value, the driving of the first propulsion device is stopped while the second propulsion device is driven, and at least when the output of the propulsion device exceeds the predetermined value By controlling so as to drive the first propulsion unit, the first and second propulsion units can be efficiently operated, and energy saving can be improved.
[0009]
In the ship according to the present invention, the first propulsion device is a pod type propulsion device provided so as to be able to turn around the rear vertical line of the stern portion. In this way, the rudder of the ship becomes unnecessary and the maneuverability is improved. Further, the traveling direction of the ship can be easily changed to either the bow direction or the stern direction (DAS: Double Acting Ship).
[0010]
In the ship according to the present invention, the operation mode includes the reverse mode, and when the operation mode is the reverse mode, the control device causes the first propeller to face in the direction opposite to the normal navigation mode. The propulsion device is driven by turning around the rear vertical line, while the driving of the second propulsion device is stopped. In this way, in the reverse mode, energy saving is achieved by stopping the driving of the second propulsion device by the control device.
[0011]
In the ship according to the present invention, the second propeller is a variable pitch propeller, and when the operation mode is the reverse mode, the control device maintains the second propeller in the feathering pitch state. In this way, the resistance of the second propeller is reduced to further save energy, and the second propeller can be protected from the collision of an obstacle (for example, ice in the ice sea).
[0012]
In the ship which concerns on this invention, it is suitable for energy saving that the maximum output of a 2nd propulsion device is 5 to 30% of the maximum output of a 1st propulsion device.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted. Further, the dimensional ratios in the drawings do not necessarily match those described.
[0014]
FIG. 1 is a side view showing a ship according to the present embodiment. As shown in FIG. 1, a ship 10 includes a hull 12, a pod type propulsion device (first propulsion device) 14 as a main propulsion device attached to the hull 12, and an auxiliary propulsion device (second propulsion device). 16 and a control device 18 for controlling the pod type propulsion device 14 and the auxiliary propulsion device 16.
[0015]
The hull 12 has a bow portion 20, a hull center portion 22, and a stern portion 24. The bow portion 20 is designed so as to reduce the propulsion resistance in open water. For example, the bow portion 20 has a Barbus bow shape in which a portion below the water surface projects forward.
[0016]
The structure of the hull center part 22 differs depending on the type of the ship 10. For example, if the ship 10 is a container ship, a plurality of holds are formed inside the hull center part 22. If the ship 10 is a crude oil tanker, a plurality of oil tanks are formed inside the hull center portion 22.
[0017]
The stern part 24 includes an attachment part 26 for attaching the propeller and an overhang part 28. The outer surface of the stern portion 24 functions as an ice breaking surface for performing ice breaking during navigation in the stern direction.
[0018]
The pod-type propulsion device 14 includes a propeller (first propeller) 30, a pod portion 32 containing a motor (not shown) for rotating the propeller 30, and a strut 34 for supporting the pod portion 32. Have. As shown in FIG. 1, the pod type propulsion device 14 is attached to a mounting portion 26 of the stern portion 24 via a strut 34 so as to be able to turn around 360 ° around the rear vertical line Y by a rotating device (not shown). It has been. The pod type propulsion device 14 is a so-called tractor type propulsion device in which the propeller 30 is attached to the front portion of the pod portion 32. The propeller 30 rotates and the propeller wake is ejected toward the strut 34 to generate propulsive force. obtain.
[0019]
Since the ship 10 according to the present embodiment includes the pod-type propulsion device 14, a large turning force is obtained by turning the pod-type propulsion device 14 in an arbitrary direction by turning around the rear vertical line Y. Can do. Therefore, the steering performance can be improved as compared with the rudder method. Further, by reversing the front-rear direction of the pod type propulsion device 14, the traveling direction of the ship 10 can be easily changed to either the bow direction or the stern direction (DAS: Double Acting Ship).
[0020]
The auxiliary propulsion device 16 includes a propeller (second propeller) 36, a prime mover 38 for rotationally driving the propeller 36, and a drive shaft 40 for transmitting the driving force of the prime mover 38 to the propeller 36. Yes. The prime mover 38 may be an electric motor or a diesel engine. The propeller 36 may be a variable pitch propeller capable of freely changing the attachment angle (pitch) of the blades or a fixed pitch propeller. The auxiliary propulsion device 16 is provided so as to face the pod-type propulsion device 14 at the stern side end portion of the hull center portion 22. The rotation direction of the propeller 36 of the auxiliary propulsion device 16 is set so as to be opposite to the rotation direction of the propeller 30 of the pod type propulsion device 14 during normal navigation, whereby the propeller 30 of the pod type propulsion device 14 is set. And the propeller 36 of the auxiliary propulsion device 16 constitutes a counter rotating propeller. The maximum output of the auxiliary propulsion device 16 is designed to be 5% to 30% of the maximum output of the pod type propulsion device 14.
[0021]
The control device 18 is connected to the pod type propulsion device 14 and the auxiliary propulsion device 16 by electric or control air. The control device 18 can switch the operation mode among the normal navigation mode, the fixed point holding mode, and the reverse drive mode, and is based on the operation mode information input by the operator received in the input reception unit (not shown) as follows. As described, the operation of the pod type propulsion device 14 and the auxiliary propulsion device 16 is controlled.
[0022]
Next, the operation and effect of the ship 10 having the above-described configuration will be described.
[0023]
As described above, the ship 10 according to the present embodiment can switch the operation mode by the control device 18. Therefore, when the pilot inputs the normal navigation mode when navigating in open water, the control device 18 controls to drive both the pod type propulsion device 14 and the auxiliary propulsion device 16. At this time, as shown in FIGS. 1 and 2, the propeller 30 of the pod type propulsion device 14 and the propeller 36 of the auxiliary propulsion device 16 constitute a counter-rotating propeller. The energy of the rotating component that does not contribute to the propulsion can be recovered by the propeller 30 and energy saving can be achieved.
[0024]
Further, when the operator inputs the reverse mode when navigating in the ice sea, the control device 18 moves the pod type propulsion device 14 to the rear perpendicular Y so that the propeller 30 faces the stern direction as shown in FIG. And the auxiliary propulsion unit 16 is stopped. Thus, in the reverse mode, energy saving can be achieved by stopping the driving of the auxiliary propulsion unit 16 by the control device 18.
[0025]
Here, in the reverse mode, the control device 18 preferably controls the propeller 36 of the auxiliary propulsion device 16 to the idle state. In particular, when the propeller 36 is a variable pitch propeller, it is preferable that the control device 18 controls the blades to be in a substantially horizontal state along the flow direction, that is, a so-called feathering pitch state. In this way, the resistance of the propeller 36 can be reduced to further save energy, and the propeller 36 can be protected from the collision of an obstacle (for example, ice in the ice sea).
[0026]
In addition, as shown in FIG. 4, when the operator inputs a fixed position holding (DPS: Dynamic Positioning System) mode when mooring the ship 10 at the offshore terminal 50 and performing cargo handling work such as oil loading, etc. The control device 18 drives the auxiliary propulsion unit 16 while stopping the driving of the pod type propulsion unit 14. The propulsion unit output (the sum of the output of the pod-type propulsion unit 14 and the output of the auxiliary propulsion unit 16) is a predetermined value (for example, the maximum of the auxiliary propulsion unit 16) as in the case where the sea state is relatively calm and there is almost no tidal current. This state is maintained when the output is 70% or less of the output. Then, when the output of the propulsion device exceeds a predetermined value as in the case where the sea condition is rough and the tidal current is fast, the pod type propulsion device 14 as the main propulsion device is driven. At this time, the driving of the auxiliary propulsion device 16 may be continued or stopped. When the output of the propulsion device again becomes a predetermined value or less, the driving of the pod type propulsion device 14 is stopped while the driving of the auxiliary propulsion device 16 is continued or started. As described above, in the fixed point holding mode, the auxiliary propulsion device 16 having a small maximum output is used as the main, and the pod type propulsion device 14 is switched or used together by the sea state. Therefore, it is possible to improve the energy saving, and it is possible to stably hold the ship 10 at a fixed point regardless of changes in sea conditions.
[0027]
The present invention is not limited to the above-described embodiment, and various modifications can be made.
[0028]
For example, in the embodiment described above, a tractor-type propulsion device has been described as a pod-type propulsion device. However, the pod-type propulsion device ejects a propeller wake on the opposite side of the strut by rotation of the propeller and generates propulsive force. It may be a pushing type propulsion device.
[0029]
In the above-described embodiment, the container ship and the crude oil tanker are exemplified as the type of the ship 10, but the type of the ship 10 is not limited to this.
[0030]
Moreover, in the above-described embodiment, the shape of the bow portion 20 is a Barbus bow shape, but the bow portion 20 may have other shapes. However, the shape of the bow portion 20 is preferably a shape that can improve the propulsion performance during normal navigation in the bow direction.
[0031]
Moreover, although the ship 10 demonstrated the icebreaker in which the stern part 24 functions as an icebreak surface in the above-mentioned embodiment, the stern part 24 does not necessarily need to have an icebreaking function.
[0032]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the ship which can aim at the efficient operation of the double propulsion device and can aim at improvement in energy saving is provided.
[Brief description of the drawings]
FIG. 1 is a side view showing a ship according to the present embodiment.
FIG. 2 is an enlarged view of a stern portion of a ship according to the present embodiment (in normal navigation mode or fixed point holding mode).
FIG. 3 is an enlarged view of a stern portion of a ship according to the present embodiment (in reverse mode).
FIG. 4 is a view showing a state where a ship according to the present embodiment is moored at an offshore terminal and is in a fixed point holding mode.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Ship, 14 ... Pod type propulsion device, 16 ... Auxiliary propulsion device, 18 ... Control apparatus, 24 ... Stern part, 30 ... Propeller, 36 ... Propeller, Y ... Rear perpendicular line.

Claims (2)

A first propeller having a first propeller; a second propeller having a second propeller that constitutes a contra-rotating propeller with the first propeller; and the first and second propulsion. A control device for controlling the operation of the vessel,
The first propulsion device is a pod-type propulsion device provided so as to be pivotable about a rear vertical line of a stern part,
The maximum output of the second propeller is 5% to 30% of the maximum output of the first propeller,
The second propeller is a variable pitch propeller;
The control device can switch at least a plurality of operation modes including a normal navigation mode, a fixed point holding mode, and a reverse mode ,
When the operation mode is the normal navigation mode, the control device drives both the first and second propulsion devices,
When the operation mode is the fixed point holding mode, the control device drives the second propulsion unit while stopping the driving of the first propulsion unit when the output of the propulsion unit is a predetermined value or less, and the propulsion unit When the output of exceeds the predetermined value, at least the first propulsion device is driven ,
When the operation mode is the reverse drive mode, the control device drives the first propeller to turn about the rear vertical line so that the first propeller faces in a direction opposite to the normal navigation mode. On the other hand, the ship which stops driving of the second propulsion device . When said operation mode is the reverse mode, the controller vessel according to claim 1, characterized by maintaining the second propeller in a state of feathering pitch.

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